Apparatus for the control of highway crossing signals



Feb. 7, 1933. s YOUNG ET AL APPARATUS FOR THE CONTROL OF HIGHWAY CROSSING SIGNALS Filed Feb. 4, 1932 3 Sheets-Sheet l 2 6. .1 1; D5 6 7 4 u a Y Lu J s w "w 8 P5 X Y 5 0; WJ M m x L 4 T 0 75m F r/ fn A mu 1 U ,0; 0A #0 m z @wv 4 4m 4 u M E q 4 1 M. X 1 1 "M /J% "6 l 3%. m c X A X. R y w a :m I a 2 2 A] H i I "w w w W) 4 6 T1 2% 5 6 kw/ mw 5 B 1/ f R U 3 |my X 11v VENTORJ. H'nrg 5. Young m l wwm m1 HIT 0 w Feb. 7, 1933. H 5. YQUNG ET AL APPARATUS FOR THE CONTROL OF HIGHWAY CROSSING SIGNALS 3 Sheets-Sheet 5 Filed Feb. 4, 1932 T Z @w a 5 ,a 1 I H L L I H "I H l B m qawr 5 3 3 m m mm B 6A4 r|| I l I 1 l1 T Xm m m X .i C 0 THEIR A T T ORNE Y.

Patented Feb. 7, 1933 UNITED STATES.

v. M we may s. some, or. wmmssm, AND nownnr. n. 'n'1xo1, or 53 m- 'snvsm, ASSIGNOBS are .m umon swncn'a srexsx. comm, or m VALE, rmmmvsnm, A CORPORATION OF PENNSYLVANIA sums to: m comer-or merrwav cnos'snle mum Application am rebruary 4, lass; Serial Io. saosoa Our invention relates to apparatus for the control of highway crossing signals, and has for an object the provision of ap aratus cen-- trolled by a train approaching a ighwa -1n- 5 tersection for registering the-speed o the train and then determinin the time of starting the operation of the ighway at al in accordance with the registeredspeed', t e time of starting the operation of the signal being such as to give substantially a constant time interval of operation forthe signal before the train reaches the highway regardless of the speed of the train.

' The present application relates to improve ments on the apparatus disclosed in the following applications and patent: H. S. Young, Serial No. 286,925, filed June 20,- 1928 for Controlling apparatus for highway crossing signals; A. G. Williamson, Serial No. 464,205,

. filed June 27, 1930, for Apparatus for the control of highway crossin signals; B. Lazich, Serial No. 536,725, file May 12, 1931, for Apparatus for the control of highway crossing signals, now Patent No. 1,885,925.

We will describe certain forms of apparatus embodying our invention, and will then point out the novel features thereoffin claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view of one form of apparatus that may be employed for carrying out the embodiment of our invention. Fig. 2 is a diagrammatic view of a second form of apparatus also embodying our invention. Fig. 3 is a diagrammatic view of a modified form of apparatus showing a difierent type of'time measuring device that may be employed with the apparatus of our invention.

Similar reference characters refer to similar parts in each of the views.

Referring to Fig. 1, the reference characters 1 and 1" designate the track rails over which traflic normally moves in the direction indicated by an arrow and which are intersected by a highway H, shown at the righthand end of the figure. At the intersection flashing light highway crossing signal, while rection and the ot er si lhibited tohighway tr c .the opposite direction. The audible from is preferably in the form of an electriz dfii It will be understood, however, that our in-' vention is not limited to any specific form of highway sigialssemt any of the u forms'may Y The track rails are divided by. the usual insulated rail joints into three track-sections AB, BC and GD, which sections are traversed successively by a train ap maching the highwa H when moving in the normal direction 0 traflic. Each track section is provided with a track circuit com rising atrack battery 3 and a track relay with an exponent designating its location. For the purposes of this description we shall speak of the settion AB as an ap roach or timing section, the section as an operating section and the section GD as a Si tive operating section. As will appear ereinafter, the speed of a train as it traverses the approach section AB will be registered, the highway crossing signals S and S1 set into operation as the train travels the operating section B-'C in accordance with the registered speed, and there will occur positive operation of the highway signals during the time the train occupies the positive operatin section CD irrespective of the speed of t e train. In order to more easily illustrate the operation of the apparatus of our invention we shall assume the maximum speed for all trains to be eighty miles per hour, and that substantially twenty seconds exhibit of the highway crossing signals shallbe obtained for all trains. Asa

train traveling twenty miles per hour; will move approximately five hundred and eighty feet in twenty seconds we shall select that length for the section CD. "A train traveling at eighty miles per hour will move approximately twenty-three hundred and forty feet in twenty seconds so we shall take plain]. exhibited to highway plainly ex-' the combined length of sections B-C and (3-D to be twenty-three hundred and forty feet. that is, Section B-C is seventeen hundied and sixty feet in'length. In Fig. 1. we

shall consider the approach section A-B to be three hundred and sixty feet long.

The operation of the signals S and S1 is controlled jointly by a line relay L and a flasher relay F. The line relay L is a direct current neutral relay of any standard type. The flasher relay F may take different forms but a preferred form'is that described and claimed in the letters Patent Reissue 17,252 to C. S. Snavely and W. B. Wells for Electric relays. It is deemed sufiicient for this description to point out that the armatures 4, 5 and 6 of relay F are each pivoted at the center and thus adapted to be attracted by either-winding 7 or 9. and are biased to the position shown in the figure when both windings are deenergized. In the normal position thewinding 7 is short-circuited by the connection closed at the front contact 8 of armature 4, as will be readily understood by an inspection of the figure. When current is applied to the windings 7 and 9 in series in a manner to be later described the winding 7 will not be cnergized at first due to the short circuit and the armatures 4. 5 and 6 are caused to rotate in a clockwise direction by the attraction set up by the energizing of winding 9. As the armaturcs swing in the clockwise direction and engage left-hand contacts the winding 9 is short-circuited at the front contact 10 of armature 4 and the short circuit for winding 7 is removed bv the opening of the contact 8.

inding 7 now becomes energized and winding 9 deenergized and the armatures 4, 5 and 6 caused to swing in a counter-clockwise direction back to the position shown in the figure. The proportioning of the parts of the relay F is such that the armatures will make a complete cycle of operation substantially every two seconds.

With the control relay L energized the crossing signals S and S1 are inactive but with the relay L deenergized and current supplied to the flasher relay F in a manner later to be pointed out current flows from the positive terminal X of any convenient source of current not shown to the signals S and S1. The circuit to the electric bell 11 of signal S includes positive terminal X of the source of current. back contact of armature 12 of relay L, wire 13. winding of hell 11 and to the negative terminal Y of the source of current. Branching from wire 13 a circuit also extends through the light 14 of signal S1, wire 15, back contact of armature 16. left-hand contact of armature 5 of relay F as that armature is swung in a clockwise direction and thence to the negative terminal Y. At the same time current flows from the wire 13 through light 17 of signal S and left-hand contact of armature-6 of relay F to the negative terminal Y. As relay F next swings back to its normal fposition when relay L is down, current flows rom the wire 13 to the light 18 of si a1 S1 and 1i ht 19 of signal S and thence t rough the rig thand contacts of armatures 5 and 6, respectively, to the negative terminal Y. It is clear that with relay L deenergized and current supplied to the flasher. relay F to operate that re ay the electric bell 11 Will be continuously sounded and the lights 14 and 18 of signal S1 and lights 17 and 19 of signal S alternately flashed once every two seconds.

In Fig. 1 there are provided two time measuring devices designated as a whole by the reference characters TEl and TE2. A preferred form for these time measuring devices of Fig. 1 is fully disclosed and described in the application for Letters Patent by Branko Lazich and H. E. Ashworth, Serial No. 420,736, filed January 14, 1930 for Electrical relays to which reference is made for-a full description of these devices. We propose to modify the devices described in the aforesaid application only to the extent of employing separate clutch and operating windings, and to operate a series of time controlled contacts in place of a single time controlled contact referred to in the above-mentioned application. For the present application it is deemed sufficient to say that with the operating winding 20 of the device TEl, for example, energized, the armature 27 is oscillated back and forth at a redetermined rate to actuate a pawl 21 and rive a ratchet 22 in a clockwise direction. With the clutch winding 34 energized the armature 35 is lifted to actuate a clutch 36 as indicated by a dotted-line in the figure to engage and hold stationary a wheel 24 of the planetary gear system of the device only partially shown in the figure but fully described in the abovementioned application. With the clutch thus engaged the planetary gears and the arm 23 are caused to rotate in a clockwise direction as the ratchet 22 is driven forward by the oscillating of the armature 27. With the clutch winding 34 only energized the planetary gears and arm 23 are held stationary in the position to which they have been operated in response to the energizing of the operating winding 20. As indicated by a dotted line the arm 23 actuates a series of contacts 29, 30, 31, 32 and 33 ste by step from a normal position indicated in the figure by the full lines to a reverse position indicated by dotted lines. The full movement of the device TEI is completed in twelve seconds at the end of which time the arm 23 and the contacts actuated thereby are held stationary as long as the clutch winding 34. is energized. The several contacts actuated by the arm 23 are adapted to enga assoelated contacts at different positions 111 their movements. Th contact 29 engages a contact 37 after the com lete twelve seconds of 0 ration of device 'E1 has been brou ht a out in a manner to be shortly describe in detail. Contact is adapted to engage the contact 38 after eight seconds of operation of the device TE1 and then remains in engagement during the rest of the twelve second 0 ation. In like manner the contact 31 is a apted to engage a contact 39 after six seconds of operation and then remains thus engaged for the rest of the twelve seconds of the operation. Contact 32 engages a contact 40 during the four to twelve second riod of the operation, and contact 33 is a justed to engage a contact 41 after four seconds of operation and to then become disengaged at the end of eleven and nine-tenths seconds.

Also carried on arm 23is a finger 25 that engages a contact 26-when arm 23 occupies its normalposition and causes thereby the contact 26 to engage a check contact 28. As arm 23 isrotated away from its normal osition the finger 25 at once moves away rom the contact 26 and contact 26 becomes at once disengaged from the contact 28. The function of the contacts 26 and28 is to check the .normal position of the arm 23 in a manner to appear as the specification The time measuringdevice in the same manner as the device TE1 when its operating winding 42 and clutch winding 43 are energized except for the fact that the contacts actuated by its arm 23 are arranged difl'erently. -While the device TE1 is adaptrogress'es.

ed to make its full movement in twelve sec-- onds the device TE2 is arranged to complete its full movementin something over thirtythree seconds, say thirty-five seconds. The contact 44 normally engages a contact45 and remains thus engaged until the end of thir tythree seconds of operation. Contact 46 enga es a contact 47 from the start until the en of twenty seconds of operation and contact 48 engages a contact 49 from the normal position to the end of six seconds ofoperation.

Normally both time measuring devices TE1 and TE2 are deenergized and the arms 23 each drop by gravity to bring the contacts actuated thereby to the positions shown by the full lines in the figures. To check this normal position'of the devices a check relay G is provided with a pick-up circuit that extends from the positive terminal X of the current source throu'ghcontacts 28 and 26 of device TE1 and contacts 50 and 51 of device TE2 in series and thence through the winding of relay C to the opposite terminal Y. The relay G is further provided with a stick circuit'that starts from the positive terminal X and includes front contact of armature 52 of track relay R front contact of its own armature 53, winding of relay C E2 operates inted out here-' energized the relay L is norlong as relay L is energized. When a train enters the approach track section AB,

track relay R is shunted and closes the back contact. of its armature 56 to connect the terminal X of the current source to one terminal of the clutch winding 34 of device TE1 over the line wires 57 and 58. As the opposite terminal of the winding 34 is connected directly to the opposite terminal Y of the current source, it follows that the clutch winding of device TE1 becomes energized to engage the clutch 36 as soon as a train enters the approach track section AB. Branching from theline wire 57 there also extends a circuit to the flasher relay F that includes the front contact of armature 59 of the track relay RP, windings 9and 7 in series and to the terminal Y of the current source; .Thus, as the track relay R isshunted the flasher relay F is operated in the manner previously described to oscillate its armatures 4, 5 and 6 a complete cycle every two seconds. Another branch circuit extending from the line wire 57 is also completed through the front contact of armature 60 of track relay R wire 61, operating winding 20 of device TE1, wire 62, front contact of armature 16 of relay L, left-hand contact of armature 5 of relay F and to the negative terminal Y. It is clear that during each one second interval of each cycle that the armature 5 of the flasher relay F, remains in the left-hand positionthe time measuring device TE1 is given an energizing impulse to move its arm 23 and the contacts carried thereby for a corresponding dlstance.

" As the flasher relay F swings its armatures to the right-hand position for one second of each cycle the clutch winding 34 of device TE1 remains energized to hold the arm 23 and its associated contacts in the position to which it has been moved during the one second interval that the operating winding 20 was energized. Thus the movement made by the arm 23 each one second interval the operating winding 20 is energized represents a two second interval of time. With the flasher relay F continued to be operated the sume the train in section AB is traveling at a speed of sixty miles per hour it will require slightly over four seconds for it to reach the far end of the section AB and thus the relay F will close its left-hand contacts twice and the time measuring device TEl will advance a distance corresponding to four seconds, that is, to a point where the 5 contacts 33-41 and 3240 are closed.

As this train enters the section B-C the shunting of the track relay R opens the circuit to the operating winding at the front contact of armature 60 and the circuit to 19 relay F at front contact of armature 59. The windings 7 'and 9 of the flasher relay F are now supplied with current from terminal X through the back contact of armature 59 and thence to the relay F to continue 15 the operation of that relay. As the clutch windin 34 of device TEl remains energized either y the circuit through the back contact of armature 59, or by the circuit through back contact of armature ($0 of relay R", its contacts are held stationary at the four second point of its operation. Although the normal circuit to the relay L is opened at the front contact of armature 54 of relay R as the train enters the operating section BC that relay is now retained energized by currentflowing from the positive terminal X through contacts 3240 of device TE1, wire 63, contacts 48l9 of device TE2, front contact of armature 64 of check relay C as that cuit, front contact of armature 55 of track relay R winding of relay L and to the opposite terminal Y of the current source. The shunting of the track relay R also closes the circuit to the clutch winding 43 of device TE2 which circuit can be traced from the terminal X through the back contact of armature 65 of relay R and the clutch winding 43 to the opposite terminal Y of the current source. Furthermore, a circuit for the operating winding 42 of device TE2 is now completed from the terminal X through the back contact of armature 54 of relay R wire 66, contacts 33-41, winding 42, wires 67 43 and 62, front contact of armature 16 of relay L, left-hand contact of armature 5 of relay F and. to the terminal Y. The time measuring device TE2 is thus supplied with an energizing current impulse and moves its 59 arm 23 forward each time the relay F closes the left-hand contact of its armature 5 while the train occupies the operating section BC. At the end of six seconds of operation the contacts 4849 move out of engagement and the above traced circuit for the relay L is opened and that relay deenergized. As hereinbefore pointed out the deenergizing of the relay L starts the operation of the highway crossing signals S and S1 if at the 00 same time the flasher relay F is under operation. That is to say, the train traveling the approach section B-C at sixty miles per hour has its speed registered by the device "wTEl and in accordance with the registered speed the device TE2 permits a delay of six relay is now held closed over its stick eirseconds in the starting of the operation of the highway crossing signals after the train has entered the operating section B-C. During this six second delay the train will have moved five hundred and twenty-eight feet into the section BC leaving approximately eighteen hundred and twelve feet between it and the highway H as the crossing signals are set into operation. It is to be noted that as the train enters the section C- D the shunting1 of the track rela .R opens the circuit to t e relay L at the ront contact of the armature 55 and supplies current to the flasher relay F through the back contact of the armature 52. It follows that the crossing signals S and S1 will be exhibited during the entire time the train is traveling the eighteen hundred and twelve feet and there is approximately twenty seconds of operation of the crossing signals before the train reaches the highway intersection. It will also be noted that as the train entered the section CD the stick circuit for the check relay C" is opened at the front contact of armature 52 of track relay R and the check relay C deenergized. As the train vacates the section AB and then the section B-C the track relays R and R are picked up removing current from the clutch windin s of both devices TEl and TE2 and under t c action of gravity their respective arms 23 settle back to the normal position, that is, the position shown in Fig. 1. As they assume their normal position the pick-up circuit traced above for the cheek relay G iscloscd and that relay reenergized. The train vacating the track section CD permits the track relay R to pick up and relay L is reenergized over its normal circuit. all track relays are now reenergized, the flasher relay F becomes inactive, the o eration of the crossing signals S and stopped, devices TEI and TE2 are back to normal and check relay G is picked u' Should the train entering the tracr sec tion A-B be traveling at more than sixty miles per hour it would pass through the section AB and enter the section B-C in less than four seconds. In this event the device TE1 would not close the contacts 33-41 and 3240 before the track relay R is shunted. Relay L would become thus deenergized as soon as the track relay R drops and the operation of the crossing signals S and S1 started at once. By starting the operation of the highway crossing si nals as soon as the section B-C is entered y a train traveling at high speed a full twenty second operation is assured for the signals S and S1 before the train reaches the intersection even though it be traveling at the maximum speed of eighty miles per hour.

In the event the train entering section A--B is moving at forty miles per hour it will consume slightly over six seconds in traveling lis the approach section A-B with'the result that the time measuring device TE1 will advance its arm 23 to a oint where the contacts 3139 are closed. ith contacts 31-39 closed the relay L is retained energized by a ation of the device T152 and thus the operation of the highway crossing signals is this time delayed twenty seconds after the train has entered the operating section B-C. The tram will advance approximately eleven hundred and seventy-five feet into section BC during the twenty second delay and is eleven;

hundred and sixty-five feet away from the highway H as the crossing signals are set into operation. Again we find that there will be substantf ally twenty seconds of operation of the signals S and S1 before the .train' reaches the intersection.

Should the train in section A-B be moving only thirty miles per hour it will require eight seconds for it to reach the entrance of the operating section BC and the device TE1 will have advanced its arm 23 to close the contacts 38. Relay L is this time held energized for a period of thirty-three seconds after the shunting of the track relay R inasmuch as it is now provided with a circuit that includes the contacts 30-38 of TE1 and the contacts 44-45 of TE2in series. During the thirty-three second delay the train 'will advance to a point eight hundred and ninety feet from the highway crossing before the exhibit of signals S and S1. As it will require slightly over twenty seconds for a train to travel eight hundred and ninety feet at thirty miles per hour there is provided a twent second operation of the crossing signals efore the train reaches the intersection. With the train moving but twenty miles per hour or less through the approach section AB, the device TE1 will advance its full movement of twelve seconds before the train enters the operating section BC. The relay L is now provided with an energizing circuit that includes the contacts 2937 of the device TE1 only and is thus retained energized duringthe entire time the train occupies the section BC due to the fact that the shunting of the track relay R completes the circuit for the clutch winding 34 of device TE1 at the back contact of its armature 60. The device TE2 will not be operated inasmuch as the circuit to its operating winding 42 is held open at the contacts 3341 of the device TE1. As this slow-moving train enters the section C-D the shunting of the track relay R opens the circuit to the relay Land completes a circuit for the flasher relay F as pointed out above and thus it follows that the highway crossing signals are set into operation as soon as the slow-moving train enters the section C-D. At twenty miles per hour there will be a twenty second 0 eration of the crossing signals S and S1 w e the train is trave though specific speeds have been assumed in describing the operation of the apparatus of Fig. 1 it is apparent that the apparatus will a function in a similar manner for all speeds in between those selected and substantially a twenty second operation of the highway signals eliected in each case. 1

To sum up the operation of the a grates of Fig. 1 the tune measuring device 1 registers the speed of a train as it travels the approach section AB, and the time measuring device TE2 governs the starting of the operation of the highway si nals in accordance with the registered speed to insure substantially the same interval of operation of the crossing signals before the train reaches the intersection for all speeds. If either device TE1 or TE2 fails to assume its normal position after an operation, the check relay (L remains deenergized and the signals S and S1- are then set into operation as soon as a train1 enters section BC irrespective of its spee In the form of the apparatus embodyin our invention disclosed in Fig. 2, the tracfi rails 1 and 1" are arranged into three track sections A-B, B-C and C D similar to that described for Fig. 1. For the purpose of describing the operation of the apparatus of Fi 2 we shall assume that the track section 'D and the operating track section 'BC to be five hundred and eighty and seventeen hundred and sixty feet in length, respectively, the same as was considered for Fig. 1. The approach section A--B we shall however, refer to as being one thousand feet long. ltach track section of Fig.2 is provided with a track circuit the same as shown in Fi 1 except for the fact that the track relay 0 is located at the entrance end of the section B.C. While only a single highway crossing si na-l S is shown in Fig. 2 it will be understoo that any standard form of crossing signals may be used.

A preferred form for the time measuring devices TE3 and TE4-used in Fig. 2 is that commonly known to the art as a clockwork time release, such as described in the United States Patent No. 992,236 issued May 16, 1911, to N. P. Neubert and W. H. McClelland, Jr. The circuit controlling contacts, to be referred to later, with which these time measuring devices are provided are of the type fully disclosed in the pending application for Letters Patent by K. Mandrot, Serial No. 581,122, filed December 15, 1931, for Time governed circuit controlling mechanisms. We propose, however, to utilize a small motor, as will shortly be pointed out.

ing section CD. A1-

to rewind the clockwork mechanism of these time measuring devices in lace of a manually operated mechanism as s own in the above- 'inentioned patent and application.

- rigidly on the shaft 69 is a series of contact actuating cams 1X, 2X, 3X, 4X, 5K and 6X. When the shaft 69 is rotated counter-clockwise by the motor 68 to wind-up the clockwork mechanism these several cams are r0- tated to the position shown in the'figure wherr.

the device is com letely wound-up. When the wound-up con ition is reached the motor circuit is opened at the contact 79 and the clockwork mechanism is then held latched up in this position by the energizing of a holding coil 80. This energizing circuit ineludes terminal X of a current source, front contact of armature 77 of relay R coil 80 and to the opposite terminal Y. The deenergizing of the holding coil 80 unlatches energize by a circuit extending from the the clockwork mechanism and permits the shaft 69 to be rotated under the action of the coiled. spring 172 in a clockwise direction at a uniform. speed for a proximately 240 of a rotation in substantial y 70 seconds. Each of the cams is adapted to actuate a contact finger during some predetermined riod in the movement of the shaft 69. or example, the cam 5X normally engages a contact spring 81 to hold it away from a contact 82. After the shaft 69 is rotated by the clockwork mechanism in a clockwise irec-- tion for ten seconds the depression 83 of the cam 5X registers with the spri'rig 81 and that spring drops to engage the contact 82 and remains thus engaged until fourteen seconds of operation has taken place at which time the contact spring 81 is again raised out of engagement with the contact 82. In a like manner each of the cams of the device TE4 actuates an associated contact spring to close a circuit during some interval of the seventy seconds of operation. In each instance there is indicated in the drawing directly to the right of each cam the riod during the operation that that cam c oses its associated contact except cam 64 which closes its contacts only at the full normal position.

The device TE4 operates in a similar manner but is normally in the run-down position. The energizing of its motor84 causes its shaft 85 to be rotated counter-clockwise to windup the clockwork mechanism 86 which includes a coiled spring 87. At the end of approximately 240 of a rotation from the position shown in Fig. 2 the circuit for the motor 84 is opened at the contact 88 and the device held latched r g by the energizing of a holding coil 89. e deenergizing of the shaft 85 in a clockwise direction at a .uniform speed back to the position shown in Fig. 2 in approximately seventy seconds.

Rigidly mounted on the shaft 85 is a series 9 of contact actuating cams designated by the reference characters 2Y, 3Y, IY, 5Y and 6Y, respectively. Below each cam there is indicated the period during the run-down operation through which the contacts associated with that. earn are closed, except for the contacts 101-102 of cam 6Y which are closed only in the full run-down position.

Associated with the cams 1X, 2X, 3X, 4X

and 5X of device TE3 are the registering relays IXR, 2XR, 3X11, 4XR and 5XR, re spectively. These registering relays are slow-releasing neutral relays constructed with a continuity transfer contact. For example, the armature 71 of relay 5XR en gages the front contact 72 before that contact becomes disengaged from the contact 73 as the relaybecomes energized. The function of these relays will shortly appear.

The s' nal controlling relay L is normally terminal X of the current source through the front contact of armature-74 of the track relay-R line, wire 75, front contact of armature 76 of track rela R winding of relay L and to the termlnal Y of the current source. With relay L deenergized the circuit to the highway crossing signal S is closed as will be understood by an inspection of Fig. 2 and that signal set into operation, That is to say, with the track sections of Fig. 2 unoccupied the control relay L is energized, time measurin device TE3 is held in'the wound-u position and thetime measuring device T 4 occupies the full run-down position.

Assuming that a train traveling at sixty miles per hour enters the section AB, it will re uire a little over eleven seconds for the train to travelthat section, remember ing that in F' 2 this section is taken to be one thousand eet long. The shunting of the track relay R ruptures the circuitto the holding coil of the device TE3 at the front contact of armature 77 and device TE3 is released to be operated by its clockwork mechanism. At the expiration of ten seconds the cam 5X is in a osition where its depression 83 registers withe spring 81' and the contacts 8182 are closed. That is to say, the

from positive terminal K through front eontact of armature 78 of relay R contacts 8182, back contact of armature '90 of the registering relay 4XR, winding of relay XR and to the negative terminal Y,

the section B-C, the shunting of the track relay R closes a stick circuit to the rela 5XR from positive terminal X through bac contact of armature 74, contacts 71-7E-2, winding of the relay 5XR and to the negative terminal Y. It follows that the speed of sixty miles per hour is registered by the ener 'zing of the registering v relay 5XR whic relay is then retained energized while the train occupies the operating track section B--C. Going back to when the train first entered the track section AB, the shunting of the track relay R completes a a circuit to the motor 84 of the time measuring signal I six seconds.

device TE4 and that device is quickly woundup and then held wound-up by the energizing of the holding coil 89; This circuit to the motor 84 starts at terminal X and extends through the back contact of. armature 91 of relay R, front contact of armature 92 of relay R contact 88, motor 84 and to the negative terminal Y. As the holding coil 89 is connected in parallel with the motor 84 it is clear that this circuit also supplies current to holding coil 89 and device TE4 is retained latched up as long as the train occupies the section A-B.

The shunting of the track relay R opens the normal energizing circuit for the relay L at the front contact of armature 74'b11t relay L is now rovided with an energi'zing circuit that can e traced from the terminal X through the front contact of armature 93 of the registering relay 5XR, contacts 94-95 associated with the cam 5Y as that cam is now in a position where its depression 96 registers with the contact spring 94, wires 97 and 75, front contact of armature 76, winding of relay L and tofthe terminal Y; The shunting of the relay R also 0 ened the circuit to the holding coil 89 and t e time measuring device TE4 was released to be actuated by its clockwork mechanism as the train occupies the operating section B-C. Contacts 94-95 remain closed for the first six seconds of the run-down operation of device TE4 and thus the relay L will not be deencrgized and the set into operation until the train has been in the operating section B-C for The train travelin at sixt miles per hour will have advance approximately five hundred and. twenty-eight feet into section BC before the signal S is exhibited and as there remains approximately eighteen hundred and twelve feet before the train reaches the highway it follows that the signal S is operated substantially twenty seconds before the train reaches the intersection. It is to be, noted that as the train entered section BC and shunted the track relay R a circuit was closed to the vmotor 68 from terminal X through back contact of armature 98, back contact of armature 77 of relay R contact 79, motor'68 and to terminal Y and the device TE3 was woundup to its normal position and was then held wound-up by the energizin of the holding coil 80. The pickingup o the track rela R as the train vacates the section A leaves the circuit to the motor 84 and the holding coil 89 open at the back contact of armature 91 even after relay R is reenergized and thus the device TE4 is left free to complete its run-down operation until it arrives at the position shown in Fig. 2.

Should the speed of the train be something hetween sixty miles per hour and the maximum speed of eighty miles per hour the device TE3 will not have time to close the contact 81-82 to pick up the registering relay 5XR before the train has advanced through the approach track section AB and entered the operating section BC and thus the relay L is deenergized and the signals set into operation as soon as the train passes the location B. It will be recalled that the combined lengths of sections B-C and CD are suflicient to give twenty seconds operation of signal S even at the maximum speed of eighty miles per hour.

In case the train is traveling at fifty miles per hour it will consume approximately fourteen seconds in advancing through the section A-B. At the end of thirteen seconds of operation of the device TE3 the contacts 99103 associated with the cam 4X are closed and the registering relay 4XR energized by a circuit easily traced. The energizing of registering relay 4XR opens the circuitto the relay 5XR at the back contact of its armature and that relay is deene gized. As this train enters the section BC to shunt relay R the registering relay 4XR is retained energized by a stick circuit from positive terminal X through back contact of armature 74, contacts 7273 of relay 5XR, contacts -106, winding of relay 4XR and to the negative terminal Y. Relay L is this time supplied with current from the positive terminal X throughthe front contact of armature 107 of the registering relay 4XR, back contact of armature 108 of relay 5XR, contacts 109-110 associated with cam 4Y of the device TE4, wires 97 and 75, front contact of armature 76, windingof relay L and to terminal Y. Thus the relay L will not be deencrgized and signal S set into operation until the train has occupied the section B-C for twelve seconds, at which time contacts 109110- are opened in the run-down operation of device TE4. During this delay ends to move the fourteen hundred and sixty feet and thus the signal S is set into operation substantially twenty seconds before the train arrives at the crossing.

In the case the train is traveling at forty 'miles per hour its speed is registered by the energizing of the registering relay 3XR inasmuch as the device TE3 will have been in operation for at least seventeen seconds and the contacts 111-112 associated with cum 3X closed before the train reaches' the outgoing end of the approach section AB The closing of contacts 111112 completes the pick-up circuit of relay 3XR and with relay 3XR once picked up it is retained energized by a stick circuit similar to that already described for relays 5XR and 4XR while the train occupies section BC. W'ith the front contact of armature 113 of relay 3XR closed the relay L is supplied with current as long as the contacts 114115 for cam 3Y remain closed, which as shown in Fig. 2 is for twenty seconds after the device TIM is released from its wound-up condition. During this twenty second delay the train traveling at forty miles per hour will advance into section B-C' to a point where it is approximately eleven hundred and sixty-five feet away from the highway H and will thus give substantially a twenty second operation of signal S before it reaches the intersection.

At thirty miles per hour the speed of the train is registered by the energizing of the registering relay 2XR- by the circuit that includes the contacts 116117 associated with cam 2X. lVith relay 2XR picked up it is then retained energized by a stick circuit similar to the stick circuit of relay 3XR and the relay L is provided with acircuit easily traced that includes the front contact of the armature 118 of relay 2XR and the contacts l19120 associated with cam 21. Contacts 119-120 are held closed for thirty-three seconds of the run-down operation of the device T154 and thus the train will advance into section BC to a point approximately eight hundred and ninety feet from the highway H before signal S is set into operation. The eight hundred and ninety feet remaining between the train and the highway is suflicient to provide substantially twenty seconds operation of the signal S before the train reaches the crossing. In the case where the train is traveling at the speed of twenty miles per hour or less the registering relay IXR is energized before the train enters the operating section BC by the circuit that includes the contacts 121122 associated with cam 1X. lrVith registering relay IXR energized the relay L is retained energized by a Circuit easily traced that includes the front contact of its armature 100 during the entire time that the train occupies the section ,B-C. That is to say, the croming signal S is not set into operation for a slow-moving train until the train occupies the section CD. It will be recalled that section CD is five hundred and eighty feet in length and will provide twenty seconds operation of the signal S for a train traveling twenty miles per hour.

From the foregoing description it is seen that the cams 1X, 2X, 3X, 4K and 5X are adjusted to close their contacts at different speeds of trains corresponding approximately to twenty miles per hour or less, twentyone to thirty miles per hour, thirty-one to fort miles per hour, forty-one to fifty miles per 101]! and fifty-one to sixty miles per hour, respectively. Furthermore, the contacts for cam 4X are adjusted to be closed before those for cam 5X are opened, cam 3X closes its contacts before those for cam 4X are opened, cam 2X closes its contacts before those for cam 3X are opened and cam 1X closes its contacts before those for cam 2X are opened. It will be noted that as the device TE4 is wound-up, the contacts associated with the cams 2Y, 3Y, 4Y and 5Y are closed and those for cam (BY opened, and that the contacts are successively opened as the device is run-down with the contacts associated with the cam GY closed only when the device is fully run-down.

To check the normal position of the time measuring devices TE3 and TE4 the signal control circuit indicated by a dotted line in Fig. 2 for a wayside signal not shown is made to include the contacts 101102 associated with the cam 6Y of the device TE4 and the contacts 123-124 associated with the cam 6X of the device TE3, as will be readily understood by an inspection of Fig. 2. These contacts are adjusted to open the wayside signal circuit soon after the devices are set into operation in response to a train entering the approach track section and to hold it open until the time measuring devices have again assumed their respective normal positions. If by any chance one of these devices does not assume its normal condition upon the train vacating the respective track sections the wayside signal to the rear of the crossing H will be held in the stop position and will, therefore, cause all trains to approach the highway at a slow rate of speed with the signal 'S exhibited while the train occupies the positive section OD in any event. While the apparatus of Fig. 2 provides for trafiic in one direction only, it is possible to provide protection for trailic in both directions by merely duplicating the entire layout on the other side of the crossing H and substituting a standard interlocking relay for the relay L as is indicated by dotted lines in Fig. 2. i

In Fig. 3 a modified form of the time measuring device is shown that may be used for registering the speed of the train as it travels the approach track section and also to determine the time of starting the operation of the as well as the track circuits will be arranged in a manner similar to that already described for both Figs. 1 and 2. The time measuring device TE?) includes a registering relay XR and a glow tube G for each speed to be registered. Only one such registering relay and glow tube are shown in Fig. 3 and we shall assume that it is to register the speed of a train traveling fifty miles perhour. As the train enters the section AB and shunts the track relay R a circuit is completed from the terminal B110 of a suitable source of current not shown in the figure through the front contact of the armature 125 of track relay R back contact of armature 126 of relay R. a resistance unit 127. condenser 130 and to the wire C110 connected to the opposite terminal of the same source of current. Across the terminals of the condenser 130 are connected the glow tube G and the winding of the registering relay XR in series with the normally closed contacts 128129. The closing of the circuit through the resistance unit 127 and condenser 130 causes a charge to slowly build up on the condenser until it reaches such a value that the glow tube G breaks down and allows the discharge from the condenser 130 to energize the relay XR. As the relay XR picks up. a stick circuit is completed from the battery terminal X through back contact of armature 131 of relay R front contact of armature 132, contacts 133-428. winding of relay XR- and to the wire, C110 also connected to the negative terminal of the same source of current. The relation between the resistance unit '127 and the condenser 130determines the time after the shunting of the relay R to close the back contact of its armature 126 that the relay XR is picked up. Assuming the approach section A-B to be three hundred and sixty feet in length the resistance unit 127 and the condenser 130 are so proportioned that the relay XR is picked up in approximately four seconds.

As the train enters the section B-C' and shunt-s the relay R the su ply of energy to the stick circuit for relay R is transferred to the back contact of the armature 132 and thus with relay XR once picked up it is held energized as long as the train occupies the 6 from condenser 139 then picks up the relay YR and once picked up it is held closed by the stick circuit that includes the back contact of'armature 137 of relay R and its own contacts 138135. It follows that after relay YRhas been picked up it will be retained energized by its stick circuit as long as the train occupies the section BC and that the time required to pick up the relay depends.

upon the relation of theresistance unit 134 and the condenser 139. With relay XR picked up during the time the train occupies the approach section ABfthe signal controlling relay L is rctained energized'after the tram enters the section B-C until such timev as the relay YR becomes energized. This circuit for energizing the relay L includes the front contact ofarmature 140 of re-.

lay XR and the back contact of armature 141 of relay YR. Assuming the sections the highway. The resistance unit 134 and the condenser 139 are so proportioned that the relay YR is not picked up until approximately twelve seconds after the shuntmg of the track relay R i To insure that the time interval for operating'the devices TE5 and TE6 remain constant at their respective predetermined values, each condenser 130 and 139. is provided withashunt circuit. This shunt circuit retains the associated condenser normally fully discharged insuring that the time required to build up a potential across the condenser suflicient to break down the associated glow tube remains constant.- Referring" to condenser 130, the shunt circuit can betraced from wire C110 over a front contact of armature 143 of track relay R to one terminal of the condenser 130, the, other terminal of which is connected directly to wire vacating of the ap roach track section A-:B, the condenser 130 1s at once fully discharged,

. insuring thereby a constant time interval for building up of '-a potential suflicient to break down the glow: tube G whenever the track relay R? is shunted. The resistance 142 is provided to regulate the discharge of the condenser and eliminate the possibility of damage to the contacts of armature 143. In like manner the shunt circuit for the condenser 139 includes a resistance 144 and a front contact of armature 145 of relay R as will be C110. It follows that immediately upon thg I I readily understood by an inspection of Fig. v

3. With condenser 139 fully discharged by the energizing of relay R as soon as a train vacates the section BC, a constant time interval is insured for building up a potential across condenser 139 sufliciently to break down the glow tube G whenever the relay onds of operation in each case. There is 'illustrated in Fig. 3 a two-elementglow tube, but it is readily understood that other devices such for example as a grid glow tube or any other suitable ischarge device havin a critical breakdown potentlal could be used and the desired results obtained.

Throughout this description we have assumed specific lengths for the various track sections and have given specific s eeds for trains and specific time intervals or operation of the time measuring devices. It will be understood that we do not wish to limit ourselves to any specific length of track sections or to any specfic time intervals for operation of the various devices but that these values can be selected to best suit the local conditions. The values chosen will serve to illustrate the operation of the apparatus of our invention by which the speed of a train is registered and the time of starting the operation of a highway signal determined in accordance with the registered speed to insure substantially a constant time of exhibit of the signal before the train reaches the inter-V section for all speeds of trains.

Although we have herein shown and described only certain forms of a paratus embodying our invention, it is un erstood that various changes and modifications maybe made therein within the scope of the ap pended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim is: I

1. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, controlling means for setting the signal into operation when a train approachin the intersection reaches a fixed point, a rst time measuring device to register the speed of the train as it approaches said-fixed point, a second time measuring device set into operation as the train reaches said fixed po1nt, and means controlled jointly by said two time measuring devices to retain the controlling means ineffective to set the signal into operation until the second time measuring device has operated to a point corresponding. to the registered s eed determined by the first time measuring evice.

2. In combination, a stretch of railway first time measuring evice.

\ 3. In combination, a stretch of railway track intersected by a highway, a' highway crossin signal located at the-intersection,

control ing means for setting the signal into operation when a train approaching the intersection reaches a fixed point, a first and a second time measuring device, means for rendering the first time measuring device active while a train travels a given distance preceding the fixed point, and means forholding the said first time measuring device at the point to which it has advanced and for rendering the second time measuring device active as the train reaches the fixed point, and means for rendering the controlling means in effective to set the signal into operation until the second time measuring means has advanced to a point that registers with the point occupied by the first time measuring device.

4. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, controlling means for setting the signal into operation when a train approaching the intersection reaches a fixed point, a first and a second circuit controlling device, a plurality of circuits each adapted when closed to hold the controlling means inefi'ective to set said signal into operation, means for rendering the first circuit controlling device active to" successively cl'ose said plurality of circuits in accordance to the time it takes a train to travel a given distance preceding the fixed point, means rendered active as the train reaches the fixed point for holding the first circuit controlling device stationary at the point to which it has advanced and to render signal located at" the intersection, i

the second. circuit controlling device active to successively open said plurality of circuits in accordance with predetermined time intervals and thereby determine the time said controlling means is effective to set said si nal into operation after the train passes the xed point.

5. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a relay adapted when energized to set the signal into operation, a normally closed circuit to normally energize said relay, a plurality of normally. open circuits each adapted when dering the first circuit controlling device ac-' the opening of thereby determine the time said'signal is set closed to energize the relay, a first and a second circuit controlling device, means for rentive to successively close said plurality of circuits in accordance with predetermined time intervals between the closing of successive circuits as a train approaches a fixed point in advance of said intersection; and means rendered active as the train reaches the fixed point to open the normally closed circuit, to hold the first circuit controlling device stationary at the point to which it has advanced and to render the second circuit controlling device active to successively open.

the plurality of circuits in accordance with predetermined time intervals between successive circuits and into operation, after thetrain passes the fixed point.

6. In combination, a stretch of railway track intersected by a highway and arranged with anapproach track section and an operat- .ing track section, a highway crossingsignal located atythe intersection, circuit means adapted to set the signal into operation as a train entersjthe operating track section, a first and a second circuit controlling device having a plurality of correspondin conditions, means for causing the first circuit controlling device to assume one of its plurality of conditions as a train travels the approach track section depending u n the speed of the train,

means-for causing t e second circuit controlling' device to assume its condition that corresponds 'to the "assumed condition of the first device a predetermined time interval after the train-enters the operating track sec- 1 tion, and means fon holding the circuit means *1 40 tilthe second .circuitcontrolling device has ineflective to set the signal into operation unas'sumed said corresponding condition.

7. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a first member and a second member each normally occupying a given position, means for I moving the rst member away from its given position, at a uniform rate during the time required for a train approaching the intersec-' tion to travel a fixed distance, means effective when the train hastraversed said fixed distance to hold said first member stationary'and rendered effective when the second member has advanced to the position correspondingv to that at which the first member isbeing i held to set into operation the crossing signal.

8. In combination, a stretch of railway track intersected by a highway, a highway crossing signallocated at the intersection, a first member and a second member eachnormally occupying a given position and each adapted to be operated to a plurality of signal controllingpositions as a train ap roaches the intersection to set into operation the crossing signal in accordance with the speed of the train, and means to check the normal position of each of said members effective to start the operation of the signal as atrain reaches a fixed point in event of failure ofsaid members to normally occupy said given position. 9. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a first and a second track section traversed successively as a train approaches the intersection, a flasher relay. rendered active in response to a train occupying either of said track sections, a first timing device operated in step with the flasherrelay as a-train traverses; the first track section, a second timing device 0 erated in step with the flasher response to a train occupying either of said track sections, a firsttiming device operated in step with the flasher relay as a train traverses the first track section, a second-timing device operated in step with theflasher relay as the train traverses'the second track" section, and means cont-rolled jointly by said first and second timing devices and the flasher relay to operate the signal in step with said flasher relay for an interval before the train reaches the intersection which is substantially the same for all speeds of trains.

' 11. In combination, a stretch of railway iio' track intersected by a highway, a highway crossing signal located at the intersection; a

first. a second and a third track'section traversed successively as a train approaches the intersection; a flasher relay rendered active in response to a train occupying any one of the track sections, a first timing device operatedin step with the flasher relay as a train traverses the first track section, a second timing device operated in step withthe flasher relay as the train traverses the second track andsecond timing devicesan'd the flasher relay to operate the signal in step with the flasher relay as the train traverses the second track section in accordance with the speed of the train in the first track section, and-means to operate thesignal in step with the flasher relay while the train occupies the third track section irrespective of its speed.

section, means controlled jointly'b y said first 12.. In combination a stretch of railwa track intersected by ahighwa and arran into a first, a second and a t ird track section which are traversed successively as a 5 train approaches the-intersection, a highway signal located at the intersection,-

tion, a second timing device set into operation in response to the train enterin the second track section, means controlled gomtly by said two timing devices to delay t e startin of the operation of saidsignal by said eon olling means until the second timin device has operated to a point correspon mg to the point registered by the first device, means tosponsive to a train entering the third section to render said timin devices inefiective to delay the operation 0 said signal.

13. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, means to set said si al into operatlon as a train reaches a fixe oint in approaching the intersection, a plura it of registering re lays, means governed by t 1e speed of a train approaching the fixed point to selectively energize one of said registering relays and thereby register the speed of the train, a timing device set into operation as the train reaches said fixed point, and means controlled jointly by the registering relays and the timing device to delay the starting of the operation of said si al in accordance with the speed of the train.

14. In combination, a stretch of railway track intersected by a'highway, a highway signal located at the intersection, control means to set said signal into operation as a train reaches a fixed point in approaching the intersection, a first timing device operated as a train travels a fixed distance approaching the fixed point, a plurality of registering relays, means governed by said first timing'device to selectively energize'said registering relays and thereby register the speed of the train, a second timing device set into operation as the train reaches said fixed point,

means controlled jointly by said registering relays and the second timing device to delay the starting of the operation of said signal by said control means arranged to provide substantially a constant interval of operation of said signal for all speeds of trains.

15. In combination, a stretch of railway track intersected by a. highway, -a highway crossing signal located, at the intersection, control means to start the operation of said signal as a train reaches a fixed int in approaching the intersection, a con enser anda resistance connected across a source of current while a train travels a fixed distance in approaching said Med point, a relay, a discharge device connected across said condenser in series with the winding 0t said relay and efiective to o to the relay with energy from'said con enser when the train has consumed a predetermined time in traveling said fixed distance and the otential across'the condenser has exceede a predetermined value, and means controlled by said relay to dela the starting of the operation of said signal hy said control means.

16. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, control means to start the operation of said signal as a train reaches a fixed point in appreaching the'intersection; a first time measuring device including, a resistance unit, a condenser, a relay and a discharge device to annul the starting ofthe signal by said control means when a train approaches said fixed point at a given speed; and a second time measuring device including a resistance unit, a condenser, a relay and a discharge de vice to restore the control of said control means a redetermined time interval after the train as assed said fixed point.

'17. In com ination, a stretch of railway track intersected by ahighway, a highway crossing signal located at the intersection, cpntrol means to start the operation of said slgnal as a train reaches a fixed point in appreaching the intersection, a first time measurmg device including a resistance unit, a condenser, a relay and a discharge device arranged to operate said relay with energy from said condenser when a train consumes a given time in traveling a fixed distance in approaching the fixed point and the potential across the condenser has exceeded a predetermined value; means controlled by said first time measuring device to annul the control of said control means; a second time measuring device including a resistance unit, a condenser, a relay and a discharge device arranged to operate its relay with energy from the condenser after the train has passed the fixed point a given interval of time and the .potential across -the condenser has exceeded a predetermined value; and means controlled by said second time measuring device to restore the control of said control means,

18. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, control means to start the operation of said signal as a train reaches a fixed point in approachin the intersection, a first time measuring un1t adapte j, to annul the control of said signal by sai control means when a train approaches said fixed point at a given speed, and a second time measuring unit to restore the control of said control means a redetermined time interval after the train as passed said fixed point.

19. In combination, a source of current; a

time measuring circuit means including a resistance unit, a condenser, a relay and a glow tube arranged to cause the potential across the condenser to exceed a given value in a predetermined time interval after the source of current is connected to said circuit means to operate the relay by the discharge from said condenser; a shunt path connected across the terminals of the condenser to normally retain the condenser full discharged, trafiic controlled means responsive to a train passing a fixed point to open said shunt path and to connect the current source to said circuit means, and a signaling circuit controlled by the operation of said relay.

In testimony whereof we aflix our signatures.

HENRY S. YOUNG. HOWELL N. DIXON. 

